Two valve head versions didn't run that bad and had better low end torque for starting out with the 3:55 rear. In any case, 4 valve heads with all parts are easy to score nowadays. Be nice if it had the newer high block. The low block had a one piece head gasket and lower compression from what I can remember. Ours came originally to us with a high block and 2 valve head, with HV7 injectors. 4 valve head N65's and advanced timing made quite a difference. We had a Hydra shift in it for a couple of years until we had some problems and couldn't obtain clutch plates for it. With no internet yet, help and information was almost impossible to locate. We found a 4:55 chunk out of a city bus and installed it a short while. It would have been the perfect setup; you could back up at idle by just letting out the clutch and top speed was approx 80. Unfortunately, the ring gear had large pits in it and noisy and another chunk was not to be found, so the 4:11 went back in. It would run to 92 on the level Later years, we had Leid diesel rebuild it and add a turbo. It would run with a 4106 and early MCI's then, before the 92's. What a difference.

I am not a GM enthusiast. I have an MC5a, but do not consider myself to be necessarily loyal to MCI either, so I will only address generic concerns. If you have a bus that is low on power, has a manual transmission, and may be difficult to get parts for, you live with, and work with those attributes. However, if you are looking to buy a bus, you have the oportunity to get as many features as you want upfront. Unless you really desire the joy of a manual transmission that is ill suited to RVing, look for one with an Allison. Unless you want to be the absolutely most anemic vehicle on the road, look for one with more power. Just so you understand, an 8V71 is underpowered unless it has a turbo. The one joy you will have when slowly chugging up a grade with an 8 is the knowledge that at least you do not have a 6!

The purchase price is really important, but is unlikely to be your biggest expense over the first couple of years. It is far cheaper to get what you want to begin with, even if it costs a bit extra, than to try to upgrade later on. For example, you may have to pay an extra thousand or two for an Allison and bigger engine when buying the bus, but upgrading will cost a prohibitive amount more.

I like the 9 to 11 MPG I get with the 4104. Mine has the high rear end ratio, 70+ according to the GPS on the interstate. Climbs the 7% grade up Round Top Mountain south of here in 2nd gear keeping up just fine with the trucks and never gets over 180 degrees with no water mister. Then I can turn around, drop off the mountain with the old Splicer in 1st gear, enjoy the view and never touch the brakes on the way down. I like the looks of the bus with all the original windows, the round front and rear and the bullet shaped exterior marker lights. I like the 35' length, it's very easy to get down the road and navigate thru a Wal Mart parking lot. Its a 35' 23,000 pound bus, when I want to go real fast I drive the 70 Olds. Love mine.

I think you will find that most of the folks on the forum that own or have owned one of the old GM's love and will sing praises to them,and most of the folks here who have something longer, squarer, with more HP/automatic transmissions/bells and whistles wonder why we do.

Having said all this I think the bus that appeals to you is the bus you should buy. I and several others here like the looks/style/simplicity of the old 671 GM's, (silversides, 4103's, 4104's) so we are content with less power and all the "shortcomings" of the 671 and the 4 speed Splicer. If more HP, getting there faster in a more modern looking bus is what appeals to you then you will probably not be happy with one of the old tortoises. But then again you might want to go back and read my first sentence.

Thanks for all the info, guys. You really helped make this decision an easy one. After having a mechanic look the bus over I bought it for $9k. It has its issues but I build and restore custom cars for a living. So, this is my custom car. I'm not concerned about the low power as I don't intend to drive it across country, just to the coast now and then, just 100 miles away. And hey, when I get there I'll be home!

Thanks for all the info, guys. You really helped make this decision an easy one. After having a mechanic look the bus over I bought it for $9k. It has its issues but I build and restore custom cars for a living. So, this is my custom car. I'm not concerned about the low power as I don't intend to drive it across country, just to the coast now and then, just 100 miles away. And hey, when I get there I'll be home!

Congratulations and have fun with her, you are 10-11 gallons of diesel and under 2 hours to the coast with the old girl. And not a lot of $$ up front.

Read up and get a good understanding of the air brakes, how the brakes work, and what if any modifications have been made to the original brakes on the bus. Not understanding how the air brake system on your bus operates or should operate could get you or someone hurt. Also never crawl under the bus without the bus being on run up blocks. If the air bags deflate not enought room between the bus and the ground for you unless your built like Twiggy.

If it's not on the title, look inside the exterior compartment underneath the driver, you'll see it stamped on the "frame rail."

Oh, and since you're in Vancouver, WA, you're in the same town as a major glass supplier to the RV hobby - Motion Windows, a division of Peninsula Glass. They're on NE 121st, near NE 4th Plain Rd. Strong supporter of our crazy hobby, btw.

Well, you're close, but no cigar. It was a line-haul coach, just not a Trailways, at least when first delivered.

OTOH, you can now tell all your friends, enemies and relatives that you own a "jen-u-wine retired Greyhound bus." Yup, that's right. PD4104-2548 was delivered new in June of 1957 as fleet number E-3066 to Eastern Greyhound Lines, HQ'd at that time in Cleveland, OH.

Back then, Greyhound kept their coaches in the fleet for approximately 10 - 11 years before selling them off to second-tier operators. Thus yours most likely was sold off after the 1967 or 1968 summer peak season, traditionally considered after Labor Day.

I don't have any further info on subsequent owners, you'll have to work backwards from the PO.

The red paint is most likely from a later owner. If you poke around in all the exterior compartments, you might find some Greyhound markings, including the fleet number.